Carburetor



1,642,065 Sept 13 1927' H. A. FINKE CARBURETOR Filed Nov. 24 1926 2Sheets-Sheet 1 HUD hren/@073' H. A. FIN KE CARBURETOR Sept. 13,1927.

Patented Sept. 13, 1927.

UNITED STATES HERMAN A. FINKE, 0F ST. LOUIS, MISSOURI.

CARBU'RETOR.

Application led November 24, 1926. Serial No. 150,575.

This invention relates to carburetors for internal combustion enginesand has for its object to provide a device simple in construction andmore eflicient in operation than those heretofore proposed.

With these and other objects in view the invention consists in the noveldetails of construction andiarrangements of parts as will be more fullyhereinafter disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings forming a part of thisspecification in which like numerals designate like parts in all theviews- Fig. 1 is a vertical sectional view of the device;

Fig. 2 is a transverse sectional view taken as on the line 2-2 of Fig. 1and looking in the direction of the arrows;

Fig. 3 is a fragmentary view partly in section illustrating the controlof the atomizing passages for the liquid fuel; and

Fig. 4 is a detail view partly in section illustrating a modified formof fuel valve actuating mechanism.

In order that this invention may be more properly understood it is saidthat heretofore, in carburetor construction, there has been little, ifany attention given to the accurate control of the ratio of liquid fuelto air admitted to the intake manifold of the engine. This invention, onthe other hand, is directed to the supply of known quantities of liquidfuel, withv the result that the ratio of the fuel and the air isdefinitely maintained. Also this invention is directed to the admissionof the liquid fuel by force to the air chamber of the carburetor andfurther, the means for determining the quantity of air admitted to thecarburetor also controls the amount of liquid fuel admitted to the airchamber.

In the drawings 1 generally indicates cylinder provided at one end witha head 2 centrally apertured as at 3, and having formed therein la fuelchamber 4 adjacent said aperture and communicating With the interior ofthe cylinder 1 on one side'as by the small aperture 5. This aperture hasassociated therewith a ball 6 which is pressed as by the spring 7against the aperture to normally close the saine. The other end of thespring 7 is adapted to be retained in proper place in the chamber 4 by apin 8 formed on the inner end of a plug 9 threaded into the end of thehead 2 of the cylinder 1 as clearly shown, said plug adapted to form anabutting surface for said end of the spring 7.

Associated with the fuel chamber 4 is the group of minute aperturespassing through the outer wall thereof to the outside of the cylinder 1,said group comprising an a erture 15 substantially centrally dispos ofsaid chamber 4 and substantially radially disposed of said cylinder.This aperture 15 is flanked on one side by an aperture 16, likewise ofminute diameter, but having its axis angularly disposed to the axis ofthe aperture 15. The aperture 17, also of minute diameter, flanks theaperture 15 on its other side and its axis is also angularly disposed tothe axis of the aperture 15. With particular reference to Fig. 1, itwill be seen that the ,axis of each of the apertures 16 and 17 lies in atransverse plane of the cylinder 1 which is angularly disposed to aright transverse plane of said cylinder. With particular reference toFig. 2 it will be seen that the axis of each of the apertures 16 and 17lies in a longitudinal plane of the cylinder` not passing throu h theaxis thereof. And with particular re erence to Fig. 3 it will be seenthat the outlets of the apertures 15, 16 and 17 on the outer cylindricalsurface, lie in a common oblique transverse pla-ne of the cylinder 1.Thus it may be said that the axis of each aperture 16 and 17 lies in aplane angularly disposed to both a central longitudinal and a righttransverse plane of the cylinder. It is to be understood, however, thatthe three apertures 15, 16 and 17 are merely taken by Way of example, aswith engines of various sizes a greater or lesser number of aperturesmay be found most eiiicient. But in any instance, the apertures are soprovided that the fuel will be atomized in sprays di- 1re'cted acrossthe air chamber to be described ate-r.

The other end of the cylinder 1 is -unobstructed and adapted toslidingly receive a cylindrical sleeve 20, the inner end of which isunobstructed but the outer end of which is provided with an annularfiange 21 forming a seat for one end of a coil spring 22 the other endof which is adapted to rest and operate on the'head 23 of a piston 24adapted to slidingly engage the inner surface of the sleeve 20. Thispiston lll 2d ia ont hollow cylindrical shape, as clearly shown in lig".1, the inner cylindrical surface adapted to slidingly receive a hollowcylindrical plunger provided With the head 2G at one end havinginteorally formed therewith the stem 27 adapted to slidingly engage theaperture 3 provided therefor in the head 2 ot the cylinder l. The openend of the piston 2a is internally screvv threaded to receive a ring orannular shoulder adapted to serve as a seat tor one end oi the coilspring 29, surrounding the stem 27, the other end of said sprin takingagainst thc inner surface ot the head 2 ol' the cylinder 1.

The shouldered end of the sleeve 20 is provided with a yoke constructionor bracket extending away trom said sleeve, forming;- a support tor thepin or shaft 3G on which is freely mounted the contact roller 37 adaptedto be engaged by cam 38 mounted on a shaft 39 receiving,r poiver in anyivell known manner, not shown, trom the engine. The head 23 of thepistou 2dis provided with an outwardly disposed central extensionconstituting a braclret tor supporting a pin 46 on which is freelymounted a contact roller t7 adapted at times to he engaged by the roller37 carried by the sleeve 20.

From the above description and with particular reference to Fig. 1 itwill be seen that upon the rotation ot the shaft 39, the cam 38 rigidtherewith will cause the sleeve 20 to be moved within the cylinder 1through the medium of the roller 37 and brachet 35. ln this movementtension will be placed upon the spring 22 and, therethrough, pressureapplied to the head 23 of the piston 24, causing the latter to moveinwardly with respect to the cylinder l. During this movement' of thepiston 24 there will be a tendency to move the plunger 25 therewithwhich, however, will be thwarted by the spring- 2U disposed at theinnermost end ot the cylinder 1. However, the piston 2l continues in itsmovement and thus it ivill be seen that, due to the tight slidingnengagement betvveen said piston 24 and the plunger 25, there is createdan air cushion. A. reversal ot movement of the parts Will taire place asthe cam 38 recedes from the roller 37 due to the springs 22 and 29, orin other Words, the sleeve 20 will travel out- Wardly ot the cylinder 1,and in this movement will release the tension on the spring 22 allowingthe piston 24 to likewise move outwardly with respect to said cylinder,this last named movement being assisted by the springr 29 heretoforeunder tension.

The closed end of the cylinder 1 is rigidly mounted in an aperturetherefor contained in a valve plate 50 which constitutes one side ot acircular air chamber 51, the entire air chamber being provided withsuitable llanges such as 52 by which the chamber antenna may be securedtothe intake manifold of the engine generally indicated by the dot anddash line 53. ln other Words, the air chamber 51 is ol circular boxformation having at its central portion the cylinder 1 projectingtherein, and at its circumference, and between the flanges 52, an outlet54: through which the air may pass to the intake manifold. The chamber51 is provided with a removable cover plato 55 secured as by the screws56 to lugs 57 formed on the circular Wall 58 ot said chamber. The coverplate 55 is disposed in a plane substantially parallel with the valveplate 50 as clearly shown in Fig. 1.

Fitting between the valve plate 50 and the cover 55 of the air chamber,there is disposed the air valve 60 which has a circular plate base 61from which centrally extends a hub portion G2 recessed as at 63 totightly but revolubly lit over the head 2 of the cylinder 1 extendinginto the air chamber. This hub portion G2 is provided with an aperturein its side Wall of substantially rectangular shape as clearly indicatedat (il see Fig". 3. providing a passage adapted to register with theatomizinar apertures 15, 1G and 17 formed in the cylindrical Wall ot thecylinder 1 and communicating with the fuel chamber 4. The valvestructure G0 is adapted to be rotated about the end of the cylinder 1 asby a lever 70 secured to the base plate G1 as by the bolts 71, saidbolts adapted to pass through a circular opening 72 provided in thevalve plate 50. Besides this opening,r 72, the plate 50 is provided withsimilar openings 73 and 74 disposed on oppositesides of the opening 72and at equal spacing therefrom as clearly indicated in Fig. 2. Adaptedto register with these openings 72. 73 and 74 are the openings 75, 76and 77 in the base plate 61 of the air valve 60. That is to say, whenthe lever is operated from any convenient point, the

4air valve 60 may be rotated so that a fraction of. or all of, theopenings 75, 76 and 77 will register with the openings 72, 73 and 74 forthe passage of air therethrough into the air chamber 51 from which itwill subsequently he draivn through the outlet 5dinto the intakemanifold of the engine due to the vacuum created by the pistons ot theengine.

lirom what has been above disclosed it will be evidentthat liquid fuelunder pressure 'from any suitable source, not shown, may be conducted tothis carburetor as through the pipe 8() and passed` through the orifice8l in the side ot' the cylinder 1 into said cylinder to occupy the spacegenerally indicated by the numeral 82 and which may be referred to asthe fuel reservoir. operating;r the cam 38,.the sleeve 20 will be moveinwardly ot' the cylinder land in `this connection it is to beparticularly observed from Fig. 1 that the innermost end of the sleeve20 is so positioned that upon movement of said sleeve by the cam, theend of the sleeve will pass across and close the aperture 81 throughwhich the liquid fuel is admitted to the fuel reservoir 82. By thisaction, the fuel is trapped in the reservoir 82 and held in reservesubject to the' subsequent pressure caused when the sleeve roller 37contacts With and moves the piston roller 47, causing the pistonassembly to move against the fuel in said reservoir and to force thefuel into the charging pocket or fuel chamber 4 through the valvedopening 5. That is to saythe sleeve 20, piston 24 and plunger 25 allcooperate to put pressure upon said fuel, and any additional pressureWill cause said fuel to be atomized through the minute apertures 15, 16and 17 into the air chamber 51, the ball valve 6 preventing any returnof the fuel back through the said orifice 5. It has been found that thebest results are obtained when the liquid fuel is ejected throughorifices of the approximate diameter of 4/1000 of an inch, atsubstantially one pound pressure. In other Words, the cylinder 1, sleeve20, piston 24, plunger 25, fuel reservoir 82, fuel chamber 4, andassociated parts are all 0f such dimensions as Will cause a pressure ofone -pound to be exert-ed on the fuel passing through the atomizingapertures 15, 16 and 17 through the medium of the cam 38.

The fuel passed through the apertures 15, 16 and 17 will be atomizedinto the air chamber 51, and With particular reference to Figures 1 and2 it will be observed that the fuel atomized through the aperture 16will be in a direction across the path of the fuel atomized through the,apertures 15 and 17.

The purpose of so disposing the apertures 15, 16 and 17 as heretoforedescribed is to cause the fluid fuel in its atomized condition to fill alarger area of the air chamber 51 than if the apertures were indifferent posi tions. It is also to be observed that these apertures areso arranged as to vdirect the atomized fluid toward -the outlet passage54 so that the air which enter the chamber 51 through any of the ports72, 73, and 74 will pick up the fuel in its atomized state and mixtherewith in a thorough manner before the mixture reaches the intakemanifold of the engine.

The amount of liquid fuel admitted to the air chamber 51 is controlledin accordance` with the amount of air admitted to the chamber 51. Thatis to say, and with particular reference to Fig. 2 it Will be seen fromthe position of parts that all of the apertures 15, 16 and 17 arecovered by the cylindrical Wall of the hub portion 62 of the air valve60, and further that When these apertures are so covered, the air ports72,

4tof-move the air valve, the hub portion will also be moved to uncoverfirst the aperture 16, then the aperture 15, and then the aperture 17,there being provided the large opening 64 (see Fig. 3) in the hubportion of the air valve so that all three of the fuel apertures canremain uncovered at the same time. Further, this opening 64 -is of suchcircumferential dimension that these three fuel apertures will remain inan open position even when the lever 7() has been moved `to its dottedline position as seen in Fig. 2,

when the greatest amount of air Will be permitted to enter the chamber51. Any suitable means for limiting the extent to which the air valve 60may be moved may be provided, but in the drawings recesses 90 have beenillustrated to receive the bolts 71 connecting the air valve with itsoperating lever 70, the recesses 90 being provided in thecircumferential limits of one of the air ports in the air chamber 51such as 72.

In the above description the operation of the sleeve member 20 has beendescribed as being actuated by a cani 38, but any other suitable meansmay be employed Within the scope of this invention, such as a bell crankpivoted as at 91 to a bracket 92 secured to the engine, and providedwith one arm 93 .adapted to engage the contact roller 37 carried by thebracket 35 rigidly mounted on the sleeve 20, and the other arm 94provided at its extremity with a connecting link 95 adapted to beoperated automatically by the engine at the same or similar timing asthe cam 38 illustrated in Fig. 4.

From the foregoing description it will thus be secn that by this devicea measured quantity of air isadmitted to the air chamber 51, and at thesame time a measured quantity of liquid fuel is injected into said airchamber. the control of both being through the medium of the throttlelever 70 and the air valve 60. As the supply of liquid fuel isincreased, so also is the amount of air increased through the normaloperation of the device. A`so it is to be observed that theliquid fuelis sprayed or atomized into the mixing chamber 61 in diagonal directionsto compel contact With substantially all of the air passing through theoutlet 54 from the air chamber 51'With the natural result of a higherdegree of saturation than would be obtained were the minute apertures15, 16 and 17 not so arranged as to cause the liquidl fuel to be sprayedin different directions.

With particular reference to Fig. 1 it is to be observed that when thecam 38 slowly rotates about the shaft Btl, it will actuate the Contactroller 3i carried by `the sleeve 20 causing the latter to move inwardlyof the cylinder 1 with a simultaneous compression of the spring 22. Thespring 22 upon being compressed tends to force the piston 2li likewiseinwardly of the cylinder 1, and this movement of the piston 2l isfurther caused by the subsequent contacting of the rol'er 37 with theroller al? carried by said piston. in other words, there is considerablesurface or skin fi'iction between the outer surface of the piston 3l andthe inner surface of the sleeve 20, and also between the outer surfaceof the sleeve 20 and the inner surface of the cylinder 1. The inwardmovement of the piston 24 is counteracted by the spring 29 disposed atthe other end thereof so that the spring 22 will be positivey compressedto facilitate the separation of the rollers 3T and i7 on release of thepressure by the cam 38. rl`hc plunger 25 disposed within the piston 24-lilcewise is adapted to have a tight surface or skin friction willirelation to the inner surface of said piston, hut it is to be observedthat no spring action controls said p`unger. On the other hand` the stem27 of said plunger )asses freely through the central portion o thehelical spring 29 and into the aperture 3 provided therefor in the head2 of the cylinder l. That is to say, the plunger 25 is not mechanicallyrestricted in its movement relative to the piston 24, but it hasrelative movement due to the pressure exerted thereon by the liquid fuelin reservoir 82. As stated above, when the cam 38 slowly rotates, theparts of the carburetor will move as described, the piston 24 carryingtherewith the plunger 25. The supply of liquid fuel will be eut ott hythe unobstructed end of the sleeve 20 and what fuel is in the reservoir82 will be forced through the opening 5 into the l'uel chamber 1 and outthrough the minute apertures 15,

16 and 17 by a pistou movement. the piston comprising the unobstructedends of the sleeve 20, of the piston 24 and the solid head 2G of theplunger 25. The rotation of the cam 38 being re'atively slow, the liquidfuel will be given opportunity to leave the reservoir 82, pass throughthe fuel chamber 4 and be atomized into the air chamber 51, all as willbe evident and readily understood. Upon the rapid rotation of the cam38, the liquid fueL will offer a greater resistance duc to theincompressibility of the said liquid and therefore the plunger 25 willmove slightly within the piston 24, compressing the air within thehollow p`unger 25 and said piston so that less liquid fuel will beautomatically :itemized through the apertures l5, 16 and 17, which alsowill be evident and readily understood. Upon subsequent decrease of therevolution of the cam 38, the air under compression within the plungerof the piston will force the former out of the latter to its normalposition as shown in Fig. l.

Thus it will be seen that the supply of liquid fuel to the air chamber51 is not only automatically controlled through the operation of thelever 7() controlling the amount of air admitted to said chamber, but itis also controlled by the speed of rotation of the cam shaft 39 so thattoo much liquid fuel will never be admitted to the air chamber 51. Bysuch ay construction haelt-fires are substantially if not completelyeliminated in the engine from preignition as are now caused by )resentknown constructions. Should any acletire be produced in the carburetorof this invention, said back-tire would not produce damaging resultsbecause there would be no needle valves to be dislodged or put into astuck position with resultant flooding of the intake manifold withliquid fuel. Further, a carburetor of this character would be impossibleof catching tire due to the minute size of the apertures 15, 16 and 1Twhich would effectively stop any blaze from going therethrough to i niteor explode the gasolene or other com ustible fluid used as fuel in thechamber 4, and the ball valve G would prevent the force of any back-tirehaving any effect upon the assembly o the carburetor itself.

From the foregoing it will therefore be seen that by this inventionthere is provided a carburetor for internal combustion engines having incombination -reciprocating spring controlled means including the sleeve20, the

iston 24 and the springs 22 and 29 for 'orcibly supplying a knownquantity of liquid fuel to the mixing chamber 5l; with meanscircumjacent the fluid forcing means for compressing the apertured wall50 of the mixing chamber 51 for supplying a ltnown quantity of air tosaid mixing chamber. Also in combination with the above is the rotatablecommon contact means comprising the member having the apertured plateportion Gl and the circumferential aperture Gkt to control the supply offuel and air to the mixing chamber 51, the circumferential aperture 64:coaeting with the atomizing apertures 15, 1G and 17 and the aperturedplate 61 coacting with the apertured wall 5() of the mixing chamber. Andlastly there is provided in combination with the above, yieldable airand fluid pressure actuated means comprising a movable wall (the head 2Gof the plunger 25 including an air compression chamber within theplunger 25 and within the piston 24) to regulate the supply of fuel,governed by the back pressure on said fuel, and in accordance with thespeed of the engine. That is to say, upon the faster reeiprocation ofthe sleeve 2O and its associated piston 24 and plunger 25, the solidhead 2G of the plunger will be unable to force the liquid fuel from thereservoir 82 through the spring ball controlled aperture 5, through thefuel chamber ing the air in the hollow of the' piston and plunger.However, onthe movement of the sleeve 20 and its associated parts,outward with respect to the cylinder of the carburetor 1, the air undercompression within the piston and plunger, will force the plungeroutwardly with respect to the piston 24 with the result that the plungerwill be ready in its substantially normal position as shown in Fig. lwhen the cam 38 next moves the parts inwardly ofthe cylinder 1.

It is obvious that those skilled in the art may vary the details ofconstruction as Well as arrangements of parts without departing from thespirit of the invention, therefore it is not desired to be limited tothe foregoing disclosure except as may be required by the claims. l

What is claimed is 1. In a carburetor for internal combustion enginesthe combination of means to forcibly supply a known quantity of liquidfuel to a mixing chamber; means to supply variable quantities of air tosaid mixing chamber; common means to control the supply of fuel and airto said chamber; and Huid pressure operated means to regulate the sup lyof fuel in accordance with the speed of t e engine.

2. In a carburetor for internal combustion engines the combination ofreciprocating means to forcibly supply variable quantities of liquidfuel to a mixing chamber; means to supply a known quantity of air tosaid mixing chamber; rotatable common means to control the supply offuel and air to said chamber; and yieldable fluid pressure operatedmeans to regulate the su ply of fuel in accordance with the speed of theengine. i

3. In a carburetor for internal combustion engines the combination ofmeans to forcibly supply a known quantity of liquid fuel to a mixingchamber; means to supply variable quant-ities of air to said mixingchamber; common means to control the supply of fuel and air to saidchamber; and means comprising a movable wall to regulate the supply offuel in accordance with the speed of the engine.

4. In a carburetor for internal combustion engines the combination ofmeans to forcibly supply a known quantity of liquid fuel to a mixingchamber; means to supply variable quantities of air to said mixingchamber; common means to control the supply of fuel and air to saidchamber; and means to regulate the supply of fuel governed by thepressure'thereon and in accordance with the speed of the engine.

5. In a carburetor for internal combustion engines the combination ofmeans to forcibly supply a known quantity of liquid fuel to a mixingchamber; means to supply variable quantities of air to said mixingchamber; common vmeans to control the supply of fueland air to saidchamber; and air and fluid pressure actuated means to regulate thesupply of fuel in accordance with the speed of the engine. y

6. In a carburetor for internal combustion engines the combination ofreciprocating spring controlled means to forcibly supply a knownquantity of liquid fuel to a mixing chamber; means circumjacent saidlast named means to supply variable quan tities of air to said mixingchamber; common contact means to control the supply of fuel and air tosaid chamber; and means including an air compression chamber to regulatethe supply of fuel in accordance with the speed of the engine.

7. In a carburetor of the character described the combination of areservoir to receive a liquid fuel; reciprocating means to cut-off thefuel supply to said reservoir; a fuel chamber associated with saidreservoir to receive the fuel therefrom; means to force the fuel fromsaid reservoir into said chamber; means to prevent a back flow of saidfuel from said chamber; a mixing chamber; means to vary the quantity ofair admitted to said mixing chamber; means associated with said fuelchamber and controlled by said last named means to cause varying'quantities of fuel to be atomized' into said mixing chamber; and meansto vary the quantity ofy fuel supplied to said fuel chamber inaccordance with the rate of travel of the reciprocating cut-off means.

8. In a carburetor of the character described the combination of areservoir -to receive a liquid fuel; reciprocating means to cut-olf thefuel supply to said reservoir; a fuelchamber associated with saidreservoir to receive the fuel therefrom; means to force the fuel fromsaid reservair into said chamber; means to prevent a back flow of saidfuel from said chamber; a mixing chamber; means to vary the quantity ofair admitted to said mixing chamber; means associated with said fuelchamber and controlled by said fuel chamber and controlled by said lastnamed means to cause varying quan.

tit-ies of fuel to be atomized into said mixing chamber; and fluidpressure operated' means to vary the quantity of fuel supplied to saidfuel chamber in accordance with the rate of travel of the reciprocatingcut-olf means.

9. In a carburetor of the character described the combination of areservoir to receive a liquid fuel; reciprocating means to cut-olf thefuel supply to said reservoir; a fuel chamber associated with saidreservoir to receive the fuel therefrom; means to force the fuel fromsaid reservoir into said chamber; means to prevent a back flow of saidfuel from said chamber; a mixing chamber; means to vary the quantity ofair admitted to said mixing chamber; means associutedwith said fuelchamber and controlled by said last-named means to cause Varyingquantities of fuel to he atomized into said mixing chamber; and meanscomprising an air and fluid pressure actuated movable Wall to vary thequantity7 of fuel supplied to said fuel chamber in accordance with therate oi travel of the reciprocating cut-off means.

l0. in a carburetor of the character described the combination of areservoir to receive a liquid fuel; reciprocating means raaaoaa tocut-olf the fuel supply to said reservoir; a fuel chamber associatedwith said reser- Voir to receive the fuel therefrom; means to force thefuel from said reservoir into said chamber; means to prevent a back flowof said fuel from said chamber; a mixing chamber; means to vary theuantity of air admitted to said mixing cham er; means aS- sociated withsaid fuel chamber and controlled by said last named means to causevarying quantities of fuel to be atomized into said mixing chamber; andautomatic yieldahle pressure means to vary the quantity of fuel suppliedto said fuel chamber in accordance with the rate of travel of thereciprocating cut-oft' means.

ln testimony whereof affix luy signature.

HERMAN A. FINKE.

